JPWO2014192531A1 - Navigation support device, navigation support method, and program - Google Patents

Abstract

[PROBLEMS] To provide a navigation support apparatus, a navigation support method, and a program capable of more accurately detecting the influence of sea conditions on a ship. A navigation support apparatus includes a sea state data acquisition unit and an influence vector calculation unit. The sea state data acquisition unit 31 acquires sea state data D10 for identifying a plurality of sea states (waves 53, surface tides 54, winds 55) around the ship 50. The influence vector calculation unit 32 calculates the influence vector E that the sea state has on the navigation of the ship 50 with the ship 50 as a reference. [Selection] Figure 2

Description

  The present invention relates to a navigation support apparatus, a navigation support method, and a program.

  For example, a ship sails on the sea. The ship acquires sea state information around the ship as information necessary for voyage (see, for example, Patent Document 1).

2001-133548 gazette

  The ship may be configured to be able to receive weather data distributed from a weather station, for example. In this case, it is conceivable that a computer or the like provided on the ship sets a target route to the destination based on the weather data. In this case, for example, it is conceivable that the computer sets a route such that the ship rides on a tidal current along the traveling direction of the ship.

  However, the above meteorological data is meteorological data over a wide area at sea. For this reason, this meteorological data is insufficient to sufficiently calculate the influence of weather on the ship at the current location of each ship. More specifically, due to the above-mentioned errors and resolution during weather observation, it may be difficult for the computer to accurately grasp the influence of the weather on the ship even using the above-mentioned weather data. is there.

  In view of the above circumstances, an object of the present invention is to provide a navigation support apparatus, a navigation support method, and a program that can more accurately detect the influence of sea conditions on a ship.

  (1) In order to solve the above problem, a navigation support apparatus according to an aspect of the present invention includes a sea state data acquisition unit and an influence degree calculation unit. The sea state data acquisition unit acquires sea state data for specifying a plurality of sea states around a predetermined ship. The influence degree calculation unit calculates the influence degree that the plurality of sea conditions have on the navigation of the ship with respect to the ship.

  (2) Preferably, the said sea state data acquisition part acquires the data which specify at least one of a wave, the surface tide of the sea, and a wind as said sea state data.

  (3) The influence degree calculation unit calculates the influence degree based on a combined vector of speed vectors of the plurality of sea conditions specified by the sea state data.

  (4) More preferably, the navigation support apparatus further includes an efficiency calculation unit that calculates efficiency related to navigation of the ship. The efficiency calculation unit calculates the efficiency based on a relationship between the course of the ship and the direction of the combined vector.

  (5) Preferably, the said navigation assistance apparatus is further provided with the influence map calculation part which calculates the map which shows the said influence in each of several area | regions around the said ship.

  (6) More preferably, the navigation support apparatus further includes a target route setting unit that sets a target route to the destination of the ship. The target route setting unit sets the target route based on the influence map.

  (7) In order to solve the above problem, a navigation support method according to an aspect of the present invention includes a sea state data acquisition step and an influence degree calculation step. In the sea state data acquisition step, sea state data for specifying a plurality of sea states around a predetermined ship is acquired. In the influence degree calculating step, the influence degree that the plurality of sea conditions have on the navigation of the ship is calculated based on the ship.

  (8) In order to solve the above problem, a program according to an aspect of the present invention causes a computer to execute a sea state data acquisition step and an influence degree calculation step. In the sea state data acquisition step, sea state data for specifying a plurality of sea states around a predetermined ship is acquired. In the influence degree calculating step, the influence degree that the plurality of sea conditions have on the navigation of the ship is calculated based on the ship.

  According to the present invention, it is possible to more accurately detect the influence of sea conditions on a ship.

It is a mimetic diagram showing the state where the ship provided with the navigation support system concerning one embodiment of the present invention is navigating the sea. It is a schematic diagram for demonstrating the speed vector etc. of the sea state in one place around the own ship. It is a schematic diagram for demonstrating an example of the sea state around the own ship. It is a block diagram which shows schematic structure of a navigation assistance system. It is a schematic diagram for demonstrating the process in an efficiency calculation part. It is a schematic diagram which shows the efficiency graph stored in the efficiency calculation part. It is a schematic diagram which shows an influence degree map. It is a schematic diagram for demonstrating the process in an azimuth | direction range setting part. It is a flowchart for demonstrating an example of the flow of a process in a navigation assistance apparatus. It is a block diagram of the principal part of the navigation assistance system concerning the modification of this invention. It is a schematic diagram for demonstrating the process in a map expansion part.

  Hereinafter, embodiments for carrying out the present invention will be described with reference to the drawings. The present invention can be widely applied as a navigation support apparatus, a navigation support method, and a program.

FIG. 1 is a schematic diagram showing a state where a ship (own ship 50) including a navigation support system 1 according to an embodiment of the present invention is navigating on the sea. In FIG. 1, the inside of the circular region shows the own ship 50 and the periphery of the own ship 50. FIG. 2 is a schematic diagram for explaining the velocity vectors V _wave , V _tide , V _wind, etc. of each sea state at one place around the ship 50.

  The “around the own ship 50” refers to a sea area directly related to the navigation of the own ship 50, for example, an area from the own ship 50 to about 8 nautical miles. FIG. 3 is a block diagram showing a schematic configuration of the navigation support system 1.

  With reference to FIGS. 1-3, the ship provided with the navigation assistance system 1 is called the own ship 50 in this embodiment. The own ship 50 is an example of the “predetermined ship” in the present invention. FIG. 1 shows a state where the own ship 50 is navigating toward the destination 52 of the land 51, and a wave 53, a surface tide 54, and a wind 55 are generated around the own ship 50. Shows the state.

  The direction of the waves 53 differs depending on the sea area. In FIG. 1, the wave 53 around the own ship 50 is illustrated. A wave crest line 531 is generated in the wave 53. The wave crest line 531 is a wave head that exists substantially continuously in a strip shape extending in an elongated manner and water bubbles generated thereby.

  The direction of the surface tidal current 54 differs depending on the sea area. In FIG. 1, an example of the surface tide 54 around the ship 50 is shown. The direction of the wind 55 differs depending on the sea area. In FIG. 1, an example of the wind 55 around the ship 50 is shown.

  The own ship 50 is a large ship such as a tanker, for example, and sails toward a destination 52 on the land 51 along a predetermined target route R1.

  The navigation support system 1 includes an antenna device 2, a navigation support device 3, a GNSS receiver 4, an operation device 5, an efficiency display device 6, an influence display device 7, and a route display device 8. ing.

  The antenna device 2 is, for example, a meteorological antenna, and includes a transmission unit 21, an antenna unit 22, a reception unit 23, and an A / D conversion unit 24.

  The transmitter 21 is configured to generate a transmission signal (detection signal) S1 using a solid element (semiconductor element) or a magnetron. The transmission unit 21 outputs the transmission signal S1 to the antenna unit 22 at every predetermined period.

  The antenna unit 22 is a radar antenna that can transmit the transmission signal S1 as a highly directional pulsed radio wave. The antenna unit 22 is configured to receive a reception signal S2 including an echo signal (reflected wave) for the transmission signal S1. The antenna unit 22 is, for example, a slot array antenna.

  Note that the navigation support system 1 measures the time until the reception signal S2 generated by transmitting the transmission signal S1 is received. Thereby, the navigation support system 1 can detect the distance r from the ship 50 to the detection target.

  The antenna unit 22 is configured to be able to rotate 360 ° on a horizontal plane, and rotates (spins) in an azimuth direction C1 around a vertical axis extending vertically. The antenna unit 22 is configured to repeatedly transmit and receive the signals S1 and S2 while changing the transmission direction of the transmission signal S1 (changing the rotation angle of the antenna unit 22). With the above configuration, the radar apparatus 1 can detect a range of several nautical miles around the ship 50 over 360 °.

  In the present embodiment, an operation from transmission of the transmission signal S1 (pulsed radio wave) to transmission of the next transmission signal S1 is referred to as “sweep”. In addition, an operation of rotating the antenna unit 360 while performing transmission / reception of radio waves is referred to as “scan”.

  The receiving unit 23 detects and amplifies the received signal S2 received by the antenna unit 22. The reception signal S2 includes an echo signal and a noise signal. The echo signal is a reflected wave of water particles, the sea surface, and the like with respect to the transmission signal S <b> 1 among the signals received by the antenna unit 22. The reception unit 23 outputs the reception signal S2 to the A / D conversion unit 24.

  The A / D converter 24 samples the analog received signal S2 and converts it into digital data (echo data D1) composed of a plurality of bits. In the present embodiment, the echo data D1 includes data for specifying the intensity (signal level) of the echo signal received by the antenna unit 22. The A / D converter 24 outputs the echo data D1 to the navigation support device 3.

  The navigation support apparatus 3 is configured to calculate, as an influence degree vector E, the degree of influence (influence degree) that sea conditions (waves 53, surface tides 54, and winds 55) have on the navigation of the ship 50. . Further, the navigation support apparatus 3 is configured to calculate an influence degree that the sea state has on the navigation of the ship 50 as an influence degree map M1 described later. Further, the navigation support device 3 is configured to set a target route R1 that seems to be optimal to the destination based on the influence map M1. The navigation support apparatus 3 is formed using a CPU, a ROM, a RAM, and the like.

  The navigation support apparatus 3 includes a sea state data acquisition unit 31, an influence vector calculation unit 32, an efficiency calculation unit 33, an influence map calculation unit 34, and a route setting unit 35.

  The sea state data acquisition unit 31 is based on the echo data D1 from the A / D conversion unit 24, and the sea state data D10 for specifying the sea state (the wave 53, the surface tide 54, and the wind 55) around the ship 50. (D11, D12, D13) is acquired.

  The oceanographic data acquisition unit 31 includes a wave data acquisition unit 311, a surface current data acquisition unit 312, and a wind data acquisition unit 313.

The wave data acquisition unit 311 is configured to generate wave data D11 that specifies the velocity vector V _wave of the wave 53 around the ship 50. The wave data acquisition unit 311 reads, for example, echo data D1 obtained by a plurality of sweeps for one scan. Thereby, the wave data acquisition part 311 detects the intensity | strength of the received signal S2 from each place in the r-theta coordinate system centering on the own ship 50. FIG. The wave data acquisition unit 311 generates luminance value data indicating the signal intensity at each coordinate in the r-θ coordinate.

  The r-θ coordinate system is a coordinate system with the ship 50 as the center, the distance from the ship 50 as r, and the angle in the azimuth direction C1 as θ. The wave data acquisition unit 311 generates luminance value data at a plurality of scan points. The wave data acquisition unit 311 detects the movement of the wave 53 (height, period, direction, etc. of the wave 53) by wave analysis using a three-dimensional FFT based on these luminance value data.

The wave data acquisition unit 311 generates wave data D11 that specifies the velocity vector V _wave of the wave 53 at various points in the r-θ coordinate system. The wave data acquisition unit 311 outputs the wave data D11 to the influence vector calculation unit 32.

The surface current data acquisition unit 312 is configured to generate surface current data D12 that specifies the velocity vector _Vtide of the surface current 54 around the ship 50. The surface current data acquisition unit 312 generates luminance value data in the same manner as described above. Next, the surface current data acquisition unit 312 detects the surface current 54 by, for example, image analysis (optical flow) using luminance value data at each of a plurality of scan points.

The surface current data acquisition unit 312 generates surface current data D12 that specifies the velocity vector _Vtide of the surface current 54 at various points in the r-θ coordinate system. The surface current data acquisition unit 312 outputs the surface current data D12 to the influence vector calculation unit 32.

The wind data acquisition unit 313 is configured to generate wind data D13 that specifies a velocity vector _Vtide of the wind 55 around the ship 50. The wind data acquisition unit 313 detects the wind 55 by, for example, image analysis (optical flow) similar to the above.

The wind data acquisition unit 313 generates wind data D13 that specifies the velocity vector V _wind of the wind 55 at various points in the r-θ coordinate system. The wind data acquisition unit 313 outputs the wind data D13 to the influence vector calculation unit 32.

  In the present embodiment, as described above, the reception signal S <b> 2 given to the sea state data acquisition unit 31 is acquired when the antenna device 2 provided in the ship 50 detects the surroundings of the ship 50. However, this need not be the case. For example, the sea state data acquisition unit 31 may use sea state data observed by other than the own ship 50.

  For example, the sea state data acquisition unit 31 is data necessary for acquiring the sea state data D10 (wave data D11, surface tidal current data D12, and wind data D13) through communication with a weather satellite or a host computer of the ship company of the ship. May be obtained. Further, the sea state data acquisition unit 31 may acquire data necessary for acquiring the sea state data D10 by using a sensor (antenna device 2, wind vane, etc.) provided in the ship 50 and the communication described above. .

  The influence vector calculation unit 32 is an example of the “influence calculation unit” in the present invention. The influence vector calculation unit 32 is configured to calculate the degree of influence of sea conditions (waves 53, surface tides 54, winds 55) on the navigation of the ship 50 with the ship 50 as a reference (center position). .

Specifically, the influence vector calculation unit 32 uses the sea state data D10 acquired by the sea state data acquisition unit 31 to influence the sea state (the waves 53, the surface tide 54, the wind 55) on the navigation of the ship 50. Calculate the degree. In the present embodiment, the influence vector calculation unit 32 calculates the coordinates around the ship 50 based on the satellite data D2 received from the artificial satellite by the GNSS (Global Navigation Satellite System) receiver 4. calculate. Next, the influence vector calculation unit 32 calculates the velocity vectors V _wave , V _tide , and V _wind of each sea state at each position around the ship 50 using the sea state data D10.

  The influence degree vector E is a vector indicating the influence of the sea conditions 53, 54, 55 on the movement of the ship 50. More specifically, the influence degree vector E is a vector related to the propulsive force that the sea state gives to the own ship 50. In the present embodiment, the influence vector E corresponds to the propulsive force given to the hull of the ship 50 from the sea state (the waves 53, the surface tidal current 54, and the wind 55).

The influence vector calculation unit 32 detects the velocity vectors V _wave , V _tide , and V _wind of each sea state 53, 54, and 55 at a certain point around the ship 50. Next, the influence vector calculation unit 32 calculates the influence vector E at the point.

Specifically, the influence vector calculation unit 32 multiplies each of the velocity vectors V _wave , V _tide , and V _wind by predetermined weighting coefficients α ₁ , α ₂ , and α ₃ , and then these vectors V _wave , By combining V _tide and V _wind , an influence vector E is calculated. The influence vector E (E (x, y)) is expressed by the following equation. E (x, y) = f {[alpha] ₁ * _vwave (x, y), [alpha] ₂ * _vtide (x, y), [alpha] ₃ * _vwind (x, y)}

Here, (x, y) indicates the coordinates of the calculation target area of the influence vector E. The variable x indicates, for example, the position in the east-west direction, and the variable y indicates the position in the north-south direction. As described above, the influence vector calculation unit 32 calculates the influence vector E based on the combined vector of the velocity vectors V _wave , V _tide and V _wind specified by the sea state data D10.

  The influence vector calculation unit 32 calculates the influence vector calculation unit 32 for each arbitrary (predetermined) area around the ship 50. The influence vector calculation unit 32 outputs the influence vector data D3 for specifying the influence vector E to the efficiency calculation unit 33 and the influence map calculation unit 34.

  FIG. 4 is a schematic diagram for explaining processing in the efficiency calculation unit 33. FIG. 5 is a schematic diagram illustrating an efficiency graph stored in the efficiency calculation unit 33. With reference to FIGS. 2, 4, and 5, the efficiency calculation unit 33 is provided to calculate the efficiency Ef related to the current navigation (operation status) of the ship 50. The efficiency Ef in this case refers to the efficiency from the viewpoint of fuel saving.

In the present embodiment, the efficiency calculation unit 33 calculates the efficiency Ef using the deviation angle θ formed by the influence vector E at the position of the ship 50 and the course vector C of the ship 50 and the efficiency graph. To do. Specifically, the efficiency calculation unit 33 calculates the position of the ship 50 based on the satellite data D2 received from the artificial satellite by the GNSS receiver 4. Further, the efficiency calculation unit 33 calculates the deflection angle θ by, for example, the following formula. θ = cos ⁻¹ (E · C / | E || C |)

  The declination θ is 0 ° ≦ θ ≦ 180 °. The efficiency calculation unit 33 calculates the efficiency Ef using the deviation angle θ and the efficiency graph. In the efficiency graph, the horizontal axis is declination and the vertical axis is efficiency.

  The efficiency line E1 in the efficiency graph is set so that the efficiency decreases as the deviation angle θ increases. The efficiency line E1 is preset by, for example, experiments. The efficiency calculation unit 33 calculates the efficiency Ef from the position of the deviation angle θ on the efficiency line E1. The efficiency calculation unit 33 outputs efficiency data D4 specifying the efficiency Ef to the efficiency display device 6.

  The efficiency display device 6 is, for example, a liquid crystal display device. In the present embodiment, the efficiency display device 6, the influence level display device 7, and the route display device 8 are described as separate display devices, but this need not be the case. For example, the display content of the efficiency display device 6, the display content of the influence display device 7, and the display content of the route display device 8 may be collectively displayed on the same display device.

  When the efficiency data D4 is given, the efficiency display device 4 displays the efficiency Ef specified by the efficiency data D4. The display method of the efficiency Ef may be a color display corresponding to the efficiency Ef or a method of displaying numerical values.

  The influence map calculation unit 34 is provided for calculating the influence map M1. The influence map M1 is a map showing the distribution of the influence vector E in a plurality of areas around the ship 50. FIG. 6 is a schematic diagram showing an influence map.

  In FIG. 6, the own ship 50 is shown in the influence degree map M1 for convenience of explanation. As shown in FIGS. 2 and 6, the influence map M1 is a map for a rectangular frame. The influence map M1 is not generated in areas other than the area corresponding to the influence map M1 in the sea area around the ship 50. The influence map M1 is a map within a rectangular frame, but this need not be the case. For example, the influence degree map M1 may be a circular map centered on the position of the ship 50.

  In the influence degree map M1, influence degree vectors E are shown for a plurality of regions in a plurality around the own ship 50. The broken line in FIG. 6 is a boundary line L2 that connects places where the change rate of the influence vector E is greater than or equal to a predetermined value. The influence degree map calculation unit 34 sets a boundary line L2 at a place where the change rate of the direction of the influence degree vector E is equal to or greater than a predetermined value.

  The influence map calculation unit 34 generates influence map data D5 for specifying the influence map M1 as image data. The influence degree map calculation unit 34 outputs the influence degree map data D5 to the influence degree display device 7 and the route setting unit 35.

  The influence degree display device 7 is, for example, a liquid crystal display device. The influence degree display device 7 displays the influence degree map M <b> 1 shown in FIG. 6 on the display screen of the influence degree display device 7. Thereby, the operator of the navigation support system 1 can know the influence of the sea conditions (the waves 53, the surface tide 54, the wind 55) around the own ship 50 on the navigation of the own ship 50.

  With reference to FIGS. 1, 2, and 6, the route setting unit 35 is provided for setting a target route R <b> 1 from the current location of the ship 50 to the destination 52. In the present embodiment, the route setting unit 35 is configured to set a target route R1 in consideration of sea conditions (influence map M1).

  The route setting unit 35 includes a destination setting unit 351, an azimuth range setting unit 352, and a target route calculation unit 353.

  The destination setting unit 351 is connected to the operation device 5. The operation device 5 is operated by an operator of the navigation support system 1. The destination 52 is set by the operator operating the operation device 5. The controller device 5 outputs coordinate data D6 for specifying the destination 52 to the destination setting unit 351. The destination setting unit 351 sets the destination 52 based on the coordinate data D6 given from the operating device 5. The destination setting unit 351 outputs the coordinate data D6 of the destination 52 to the azimuth range setting unit 352.

  FIG. 7 is a schematic diagram for explaining processing in the azimuth range setting unit 352. 2 and 7, azimuth range setting section 352 uses destination data 52 in influence map M1 using satellite data D2, coordinate data D6 of destination 52, influence map M1, and the like. An azimuth range A1 is set. Specifically, the azimuth range setting unit 352 calculates the coordinates of the ship 50 based on the satellite data D2 received from the artificial satellite by the GNSS receiver 4.

  The azimuth range setting unit 352 sets an intersection P1 between the straight line L11 connecting the coordinates of the ship 50 and the coordinates of the destination 52 and the edge point of the influence map M1. Next, the azimuth | direction range setting part 352 sets the predetermined range of the edge point of the influence degree map M1 centering on this intersection P1 as azimuth | direction range A1. The length of the azimuth range A1 is set as appropriate. The azimuth range setting unit 352 outputs data D7 for specifying the azimuth range A1 and the influence map M1 to the target route calculation unit 353.

  The target route calculation unit 353 is configured to set the target route R1 using the influence map M1 and the azimuth range A1. For example, the target route calculation unit 353 sets the target route R1 in the influence map M1 so as to reach the azimuth range A1 from the current location of the ship 50 by following a point where the declination θ is the smallest. The target route R1 at this time does not necessarily coincide with the shortest route R2 (straight line L11) up to the azimuth range A1. The target route calculation unit 353 sets the target route R1 in the area outside the influence map M1, for example, according to chart data stored in advance. The target route calculation unit 353 outputs the route data D8 specifying the set target route R1 to the route display device 8.

  The route display device 8 is, for example, a liquid crystal display device. For example, the route display device 8 displays a chart around the target route R1 and the ship 50 based on the route data D8 and the chart data.

  FIG. 8 is a flowchart for explaining an example of a processing flow in the navigation support apparatus 3. In addition, below, when demonstrating the flow of a process in the navigation assistance apparatus 3, figures other than FIG. 8 are also referred suitably.

  The navigation support apparatus 3 reads and executes each step of the flowchart shown below from a memory (not shown). This program can be installed externally. The installed program is distributed in a state stored in a recording medium, for example.

  In the navigation support apparatus 3, the sea state data acquisition unit 31 first acquires the sea state data D10 (step S1). Next, the influence vector calculation unit 32 calculates the influence vector E using the sea state data D10, the satellite data D2 from the GNSS receiver 4, and the like (step S2). Next, the efficiency calculation unit 33 calculates the efficiency Ef based on the influence vector E at the current location of the ship 50 and the course vector C, and outputs the efficiency data D4 specifying the efficiency Ef to the efficiency display device 6. (Step S3).

  Moreover, the influence degree map calculation part 34 calculates the influence degree map M1, and outputs the influence degree map data D5 to the influence degree display apparatus 7 and the route setting part 35 (step S4). The route setting unit 35 calculates the target route R1 based on the influence map data D5, the satellite data D2 from the GNSS receiver 4, the coordinate data D6 from the operating device 5, the chart data, and the like, and the route data D8. Is output to the route display device 8 (step S5).

[Program] The program according to the navigation support apparatus 3 of the present embodiment may be a program that causes a computer to execute the processing of the navigation support apparatus 33. By installing and executing this program on a computer, the navigation support apparatus 3 and the navigation support method in the present embodiment can be realized. In this case, a CPU (Central Processing Unit) of the computer functions as a sea state data acquisition unit 31, an influence vector calculation unit 32, an efficiency calculation unit 33, an influence map calculation unit 34, and a route setting unit 35 to perform processing. . In addition, the navigation assistance apparatus 3 may be implement | achieved by cooperation with software and hardware like this embodiment, and may be implement | achieved by hardware.

  As described above, according to the navigation support apparatus 3 according to the present embodiment, the influence vector calculation unit 32 determines the influence degree that a plurality of sea conditions (waves 53, surface tides 54, winds 55) have on the navigation of the ship 50. The vector E is calculated based on the ship 50. As described above, the influence vector calculation unit 32 calculates the influence vector E based on the position of the ship 50, so that the ocean state (the waves 53, the surface tide 54, the wind 55) gives the navigation of the ship 50. The influence can be detected more accurately.

  Regarding the setting of the target route R <b> 1 that consumes less energy during the navigation of the ship 50, it is necessary to quantitatively know the degree of influence of the sea conditions around the ship 50 on the hull of the ship 50. Conventionally, the calculation of the degree of influence (the force that pushes the ship 50) has been performed based on data distributed from a weather station or the like. For this reason, it is difficult to accurately calculate the influence level at the current location of the ship 50 due to the prediction error and resolution of the data. On the other hand, according to the navigation support apparatus 3, since the influence vector E is calculated based on the own ship 50, the influence vector E at the current location of the own ship 50 can be calculated more accurately. For this reason, the operator of the navigation assistance apparatus 3 can obtain more accurate judgment material for the ship maneuvering according to the objective.

Moreover, according to the navigation assistance apparatus 3, the sea state data acquisition part 31 acquires the wave data D11, the surface current data D12, and the wind data D13. Then, the influence vector calculation unit 32 calculates the influence vector E based on the combined vector of the velocity vectors V _wave , V _tide , and V _wind . With this configuration, the navigation support apparatus 3 can calculate the influence vector E in consideration of the waves 53, the surface tides 54, and the winds 55 that greatly affect the navigation of the ship 50.

  Further, according to the navigation support apparatus 3, the efficiency calculation unit 33 calculates the efficiency Ef based on the relationship between the course vector C and the influence vector E of the ship 50. With such a configuration, the navigation support apparatus 3 can calculate whether or not the course of the ship 50 is appropriate from the viewpoint of energy saving. In order to achieve fuel-saving navigation on the own ship 50, it is most effective to make the influence vector E coincide with the course vector C of the own ship 50. Conventionally, in the ship maneuvering, the operator cannot visually confirm the influence of the sea state on the own ship 50 (influence vector E). In contrast, the navigation support device 3 can display the efficiency Ef on the efficiency display device 6. As a result, the operator can visually confirm the influence of sea conditions on the ship 50. Therefore, the operator can navigate the own ship 50 more efficiently.

  In addition, according to the navigation support apparatus 3, the influence map calculation unit 34 is further provided. With this configuration, it is possible to acquire the map M1 of the influence vector E based on the surrounding sea conditions with the own ship 50 as a reference.

  Moreover, according to the navigation assistance apparatus 3, the route setting part 35 sets target route R1 based on the influence map M1. With this configuration, the target route R <b> 1 that allows the ship 50 to receive a better effect from sea conditions can be set by the route setting unit 35.

  In the conventional target route setting based on sea conditions, target setting based on information from artificial satellites and sea state observation information for macro sea areas such as weather stations has been the mainstream. However, in the setting of the target route based on such macroscopic oceanographic information, an inefficient target may be set due to the error and resolution of the oceanographic observation. In addition, there is a case where an inefficient target is set due to a sea state forecast error. However, in the present embodiment, the navigation support device 3 can set the target route R1 based on the reception signal S2 obtained by the sensor (antenna device 2) mounted on the ship 50. Thereby, the navigation assistance apparatus 3 can set the optimal target route R1 about the local (micro) area | region around the own ship 50. FIG.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment. The present invention can be variously modified as long as it is described in the claims. For example, the following modifications may be made.

  (1) For example, instead of the azimuth range setting unit 352 of the route setting unit 35 described above, a map expansion unit 354 shown in FIG. 9 may be provided. FIG. 9 is a block diagram of the main part of a navigation support system according to a modification of the present invention. In the modification shown in FIG. 9, the configuration other than the map expansion unit 354 is the same as the configuration of the above-described embodiment, and thus the same reference numerals are given to the drawings and description thereof is omitted. FIG. 10 is a schematic diagram for explaining processing in the map expansion unit 354.

  With reference to FIG. 9 and FIG. 10, the map expansion unit 354 reads the influence degree map data D5 and the coordinate data D6 of the destination 52. As illustrated in FIG. 10, the map extension unit 354 extends the influence map M1 when the destination 52 exists outside the area where the influence map M1 is created (out-of-map area M2). Specifically, the map expansion unit 354 expands the influence map M1 on the assumption that the trend of sea conditions specified by the influence map M1 continues for the outside map area M2.

  In this case, the boundary line L2 is extended so as to maintain the shape tendency of the boundary line L2 in the influence degree map M1. As a method of extending the boundary line L2, for example, a method of adding a straight line L3 (boundary line) connecting the end points L2a and L2b of the boundary line L2 at the end of the influence map M1 to the outside-map region M2 is conceivable. Note that boundary line information modeled by spectrum analysis such as linear prediction analysis may be used as a method of extending the boundary line L2.

  Further, by copying the influence vectors E (E1 to E4) closest to the end points L2a and L2b in the influence map M1 along the determined boundary lines L2 and L3, the map is obtained. Each influence vector E ′ in the outer region M2 is determined. Note that each influence vector E ′ in the non-map region M2 may also be set using linear prediction analysis or the like.

  The influence map data of the expanded influence map M1 is output to the target route calculation unit 353. The target route calculation unit 353 sets the target route R1 using the influence map data. In this case, for example, the target route R1 does not necessarily match the shortest target route R2 between the current location of the ship 50 and the destination 52.

  (2) Further, in the above-described embodiment, the description has been made by taking as an example the case where waves, surface tides, and wind are detected as sea state information around the ship. However, this need not be the case. For example, only one or two of waves, surface tides, and winds may be detected as sea state information around the ship. Further, other sea conditions may be detected as sea condition information around the ship.

  (3) Moreover, although this invention is a structure which detects a sea state, it can be used also in fresh water.

  The present invention can be widely applied as a navigation support apparatus, a navigation support method, and a program.

3 Navigation Support Device 33 Efficiency Calculation Unit 32 Influence Vector Calculation Unit (Influence Calculation Unit)
34 Influence Map Calculation Unit 35 Route Setting Unit (Target Route Setting Unit)
50 Own ship (predetermined ship)
311 Sea state data acquisition unit D10 Sea state data Ef Efficiency R1 Target route

Claims (8)

A sea state data acquisition unit for acquiring sea state data for identifying a plurality of sea states around a predetermined ship;
A navigation support apparatus, comprising: an influence degree calculation unit that calculates an influence degree of the plurality of sea conditions on the navigation of the ship based on the ship. The navigation support device according to claim 1,
The navigation support apparatus, wherein the sea state data acquisition unit is configured to acquire data specifying at least one of a wave, a surface current of the sea, and a wind as the sea state data. The navigation support apparatus according to claim 1 or 2, wherein
The navigation support apparatus, wherein the influence degree calculation unit calculates the influence degree based on a combined vector of speed vectors of the plurality of sea conditions specified by the sea state data. The navigation support device according to claim 3,
Further comprising an efficiency calculation unit for calculating efficiency related to navigation of the ship,
The said efficiency calculation part calculates the said efficiency based on the relationship between the course of the said ship, and the direction of the said synthetic | combination vector, The navigation assistance apparatus characterized by the above-mentioned. The navigation support device according to any one of claims 1 to 4,
The navigation support apparatus further comprising an influence map calculation unit that calculates a map indicating the influence degree in each of a plurality of regions around the ship. The navigation support device according to claim 5,
A target route setting unit for setting a target route to the destination of the ship;
The navigation support apparatus, wherein the target route setting unit sets the target route based on the influence map. A sea state data acquisition step for acquiring sea state data for identifying a plurality of sea states around a predetermined ship;
A navigation support method, comprising: an influence degree calculating step of calculating an influence degree that the plurality of sea conditions have on the navigation of the ship based on the ship. On the computer,
A sea state data acquisition step for acquiring sea state data for identifying a plurality of sea states around a predetermined ship;
A program for performing an influence degree calculating step of calculating an influence degree that the plurality of sea conditions have on the navigation of the ship with the ship as a reference.

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